Warning Device For Vehicle

ABSTRACT

A warning device for a vehicle includes a warning vibration wave generator and a vibration applying device. For each of a plurality of vehicle conditions, the warning vibration wave generator generates a warning vibration wave having a frequency that varies with the vehicle speed detected by a vehicle speed sensor, and that differs for each vehicle condition at the same vehicle speed. Based on the warning vibration wave generated by the warning vibration wave generator, the vibration applying device applies a warning vibration corresponding to the warning vibration wave to a steering member.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2016-026110 filed onFeb. 15, 2016 including the specification, drawings and abstract, isincorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a warning device for a vehicle thatissues a warning based on vehicle conditions.

2. Description of Related Art

Vehicles are known that have steering assist control functions such as alane keeping assist function of assisting a driver in performing asteering operation and a lane changing assist function of assisting adriver in changing lanes in order to facilitate traveling of a vehiclealong a traveling path. For the purpose of informing a driver of anundesired vehicle condition during the execution of steering assistcontrol, a warning device for a vehicle, which vibrates a steering wheelas a steering member to warn the driver, has been developed. Forexample, see Japanese Patent No. 4292562 (JP 4292562 B) and JapanesePatent Application Publication No. 11-34774 (JP 11-34774 A).

Under a plurality of vehicle conditions about which a driver needs to bewarned, it is considered that a warning vibration is generated to beapplied to a steering wheel when these vehicle conditions have arisen.In this case, for example, when a plurality of undesired vehicleconditions have simultaneously arisen, it is preferable to notify thedriver that these vehicle conditions have simultaneously arisen.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a warning device fora vehicle that, when a plurality of vehicle conditions about which adriver needs to be warned have simultaneously arisen, allows the driverto know that a plurality of vehicle conditions have simultaneouslyarisen with warning vibrations applied to a steering member.

A warning device for a vehicle according to one aspect of the presentinvention include: a vehicle speed detector that detects a vehiclespeed; a vibration wave generator that generates, for each of aplurality of vehicle conditions determined in advance, a warningvibration wave having a frequency that varies with the vehicle speeddetected by the vehicle speed detector, the frequency at an identicalvehicle speed being different for each vehicle condition; and avibration applying device that applies a warning vibration correspondingto the warning vibration wave to a steering member, based on the warningvibration wave generated by the vibration wave generator.

In the warning device for a vehicle according to the above aspect, whena plurality of vehicle conditions have simultaneously arisen, aplurality of warning vibration waves corresponding to each of thevehicle conditions having simultaneously arisen are generated. Thewarning vibration waves corresponding to each of the vehicle conditionseach have a frequency that varies with the vehicle speed, and thefrequency for the identical vehicle speed is different for each vehiclecondition. Based on these warning vibration waves, warning vibrationscorresponding to the warning vibration waves are applied to the steeringmember. Thus, when a plurality of vehicle conditions have simultaneouslyarisen, the driver can be notified that a plurality of vehicleconditions have simultaneously arisen with the warning vibrations.

A warning device for a vehicle according to another aspect of thepresent invention includes: an electric motor that applies steeringassisting force to a steering operation mechanism of a vehicle; avehicle speed detector that detects a vehicle speed; a torque detectorthat detects a steering torque; a basic assist current value settingunit that sets a basic assist current value based on the steering torquedetected by the torque detector; a vibration wave generator thatgenerates, for each of a plurality of vehicle conditions, a warningvibration wave having a frequency that varies with the vehicle speeddetected by the vehicle speed detector, the frequency at an identicalvehicle speed being different for each vehicle condition; a targetcurrent value computing unit that computes a target current value forthe electric motor by adding the warning vibration wave generated by thevibration wave generator to the basic assist current value set by thebasic assist current value setting unit; and a motor controller thatcontrols the electric motor based on the target current value computedby the target current value computing unit.

In the warning device for a vehicle according to the above aspect, whena plurality of vehicle conditions have simultaneously arisen, aplurality of warning vibration waves corresponding to each of thevehicle conditions having simultaneously arisen are generated. Thewarning vibration waves corresponding to each of the vehicle conditionseach have a frequency that varies with the vehicle speed, and thefrequency at the identical vehicle speed is different for each vehiclecondition. By adding these warning vibration waves to the basic assistcurrent value, target current values for the electric motor arecomputed. The electric motor is controlled based on the target currentvalues. Thus, when a plurality of vehicle conditions have simultaneouslyarisen, the driver can be notified that the plurality of vehicleconditions have simultaneously arisen with the warning vibrations.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and further features and advantages of the invention willbecome apparent from the following description of example embodimentswith reference to the accompanying drawings, wherein like numerals areused to represent like elements and wherein:

FIG. 1 is a schematic diagram illustrating a schematic configuration ofan electric power steering system in which a warning device for avehicle according to an embodiment of the present invention is used;

FIG. 2 is a block diagram illustrating an electrical configuration of anECU;

FIG. 3 is a graph illustrating an example of the manner of setting abasic target current value Io* with respect to a detected steeringtorque T;

FIG. 4A is a graph illustrating an example of the manner of setting afrequency f1(V) of a first warning vibration wave Ie1 with respect to avehicle speed and a frequency f2(V) of a second warning vibration waveIe2 with respect to the vehicle speed;

FIG. 4B is a graph illustrating another example of the manner of settingthe frequency f1(V) of the first warning vibration wave Ie1 with respectto the vehicle speed and the frequency f2(V) of the second warningvibration wave Ie2 with respect to the vehicle speed;

FIG. 5 is a waveform diagram illustrating an example of the firstwarning vibration wave Ie1 and the second warning vibration wave Ie2;and

FIG. 6 is a block diagram illustrating another example of the electricalconfiguration of the ECU.

DETAILED DESCRIPTION OF EMBODIMENTS

Embodiments of the present invention will now be described in detailwith reference to the attached drawings.

FIG. 1 is a schematic diagram illustrating a schematic configuration ofan electric power steering system in which a warning device for avehicle according to an embodiment of the present invention is used.

An electric power steering (EPS) system 1 includes a steering wheel 2 asa steering member used to steer a vehicle, a steering operationmechanism 4 that steers steered wheels 3 in response to the rotation ofthe steering wheel 2, and a steering assist mechanism 5 that assists adriver in performing a steering operation. The steering wheel 2 and thesteering operation mechanism 4 are mechanically connected to each othervia a steering shaft 6 and an intermediate shaft 7. Herein, the presentinvention can be applied to a steer-by-wire electric power steeringsystem in which the steering wheel 2 is not mechanically connected tothe steering operation mechanism 4.

The steering shaft 6 includes an input shaft 8 coupled to the steeringwheel 2 and an output shaft 9 coupled to the intermediate shaft 7. Theinput shaft 8 and the output shaft 9 are connected to each other via atorsion bar 10 so as to be rotatable relative to each other.

Near the torsion bar 10, a torque sensor 11 is disposed. The torquesensor 11 detects a steering torque T applied to the steering wheel 2,based on the relative rotation displacement between the input shaft 8and the output shaft 9. In the present embodiment, the steering torque Tis detected by the torque sensor 11 such that, for example, a torque forsteering the vehicle to the right is detected as a positive value and atorque for steering the vehicle to the left is detected as a negativevalue. Thus, the magnitude of the steering torque increases as theabsolute value of the detected steering torque increases.

The steering operation mechanism 4 is a rack-and-pinion mechanismincluding a pinion shaft 13 and a rack shaft 14 serving as a steeredshaft. Each end of the rack shaft 14 is connected to the correspondingsteered wheel 3 via a tie rod 15 and a knuckle arm (not depicted). Thepinion shaft 13 is connected to the intermediate shaft 7. The pinionshaft 13 is configured to rotate in response to a steering operation ofthe steering wheel 2. A distal end (lower end in FIG. 1) of the pinionshaft 13 is connected to a pinion 16.

The rack shaft 14 linearly extends along the lateral direction of thevehicle. In an intermediate portion of the rack shaft 14 in the axialdirection, a rack 17 that meshes with the pinion 16 is formed. Thepinion 16 and the rack 17 convert the rotation of the pinion shaft 13into an axial motion of the rack shaft 14. The axial motion of the rackshaft 14 allows the steered wheels 3 to be steered.

When the steering wheel 2 is steered (rotated), this rotation istransmitted to the pinion shaft 13 through the steering shaft 6 and theintermediate shaft 7. The rotation of the pinion shaft 13 is convertedinto the axial motion of the rack shaft 14 by the pinion 16 and the rack17. Consequently, the steered wheels 3 are steered.

The steering assist mechanism 5 includes an electric motor (EPS electricmotor) 18 that assists steering and a speed reducer 19 that transmitsthe torque output by the electric motor 18 to the steering operationmechanism 4. The speed reducer 19 is a worm gear mechanism including aworm shaft 20 and a worm wheel 21 that meshes with the worm shaft 20.The speed reducer 19 is housed in a gear housing 22 serving as atransmitting mechanism housing.

The worm shaft 20 is driven to be rotated by the electric motor 18. Theworm wheel 21 is connected to the steering shaft 6 so as to be rotatablein the same direction as the rotation direction of the steering shaft 6.The worm wheel 21 is driven to be rotated by the worm shaft 20.

When the worm shaft 20 is driven to be rotated by the electric motor 18,the worm wheel 21 is driven to be rotated, and thus the steering shaft 6rotates. The rotation of the steering shaft 6 is transmitted to thepinion shaft 13 through the intermediate shaft 7. The rotation of thepinion shaft 13 is converted into an axial motion of the rack shaft 14.Thus, the steered wheels 3 are steered. That is, the worm shaft 20 isdriven to be rotated by the electric motor 18, whereby the steeredwheels 3 are steered.

In the vehicle, a vehicle speed sensor 23 that detects a vehicle speed Vis provided, and a charge-coupled device (CCD) camera 24 that capturesan image of a road ahead of the vehicle in the traveling direction ismounted. The CCD camera 24 is provided to monitor the operating state ofthe vehicle. Wheels of the vehicle are each provided with air-pressuresensors 25, 26, 27, and 28 that detect air pressures of thecorresponding tires.

The steering torque T detected by the torque sensor 11, the vehiclespeed V detected by the vehicle speed sensor 23, air pressures P1, P2,P3, and P4 detected by the respective air-pressure sensors 25, 26, 27,and 28, and an image signal output by the CCD camera 24 are input intoan electronic control unit (ECU) 12. The ECU 12 controls the electricmotor 18 based on these input signals.

FIG. 2 is a block diagram illustrating an electrical configuration ofthe ECU 12.

The ECU 12 includes a microcomputer 31 that controls the electric motor18, a drive circuit (inverter circuit) 32 that is controlled by themicrocomputer 31 to supply electric power to the electric motor 18, anda current detection circuit 33 that detects a motor current (actualcurrent value) I flowing through the electric motor 18.

The microcomputer 31 includes a CPU and memories (e.g., a ROM, a RAM,and a nonvolatile memory 34), and executes predetermined programs tofunction as a plurality of function processing units. These functionprocessing units include a basic target current value setting unit 41, alane deviation determining unit 42, an air-pressure drop determiningunit 43, a warning vibration wave generator 44, a vibration wave addingunit 45, a current deviation computing unit 46, a PI controller 47, anda PWM controller 48.

The basic target current value setting unit 41 sets a basic targetcurrent value Io* based on the steering torque T detected by the torquesensor 11 and the vehicle speed V detected by the vehicle speed sensor23. An example of the manner of setting the basic target current valueIo* with respect to the detected steering torque T is illustrated inFIG. 3. In the detected steering torque T, for example, the torque forsteering the vehicle to the right takes a positive value, and the torquefor steering the vehicle to the left takes a negative value. The basictarget current value Io* is set as a positive value when the steeringassisting force for steering the vehicle to the right needs to begenerated by the electric motor 18, and is set as a negative value whenthe steering assisting force for steering the vehicle to the left needsto be generated by the electric motor 18.

The basic target current value Io* takes a positive value when thedetected steering torque T is a positive value, and takes a negativevalue when the detected steering torque T is a negative value. When thedetected steering torque T is a significantly low value within a rangefrom −T1 to T1 (e.g., T1=0.4 N·m) (torque dead zone), the basic targetcurrent value Io* is set to zero. When the detected steering torque T isa value outside the range from −T1 to T1, the basic target current valueIo* is set such that the absolute value increases as the absolute valueof the detected steering torque T increases. Furthermore, the basictarget current value Io* is set such that the absolute value decreasesas the vehicle speed V detected by the vehicle speed sensor 23increases. By these settings, a larger steering assisting force can begenerated in low-speed traveling, and a smaller steering assisting forcecan be generated in high-speed traveling.

Based on the image captured by the CCD camera 24, the lane deviationdetermining unit 42 determines whether the vehicle is highly likely todeviate from the lane, and provides the determination result to thewarning vibration wave generator 44. The technique of capturing an imageof a road ahead of the vehicle in the traveling direction anddetermining whether the vehicle is highly likely to deviate from thelane is known as described in, for example, JP 4292562 B and JP 11-34774A, and thus description thereof is omitted.

Based on the air pressures P1 to P4 of the tires respectively detectedby the air-pressure sensors 25 to 28, the air-pressure drop determiningunit 43 determines whether the air pressure of at least one tire islower than a predetermined threshold A, and provides the determinationresult to the warning vibration wave generator 44.

The warning vibration wave generator 44 includes a first warningvibration wave generator 51 and a second warning vibration wavegenerator 52. The first warning vibration wave generator 51 receives thedetermination result from the lane deviation determining unit 42. Whenthe lane deviation determining unit 42 determines that the vehicle ishighly likely to deviate from the lane, the first warning vibration wavegenerator 51 generates a first warning vibration wave (excitationsignal) Ie1 to warn the driver about this likelihood. The first warningvibration wave Ie1 is a wave having a frequency that varies with thevehicle speed V detected by the vehicle speed sensor 23. In the presentembodiment, the first warning vibration wave Ie1 is a sinusoidal signalhaving a frequency that varies with the vehicle speed V. Herein, thefirst warning vibration wave Ie1 may be a wave other than the sinusoidalsignal having a frequency that varies with the vehicle speed V, such asa triangular wave, a rectangular wave, or a wave obtained by combining atriangular wave with a rectangular wave.

The second warning vibration wave generator 52 receives thedetermination result from the air-pressure drop determining unit 43.When the air-pressure drop determining unit 43 determines that the airpressure of at least one tire is lower than the threshold A, the secondwarning vibration wave generator 52 generates a second warning vibrationwave (excitation signal) Ie2 having a frequency that is different fromthat of the first warning vibration wave Ie1 to warn the driver aboutthis air pressure. The second warning vibration wave Ie2 is a wavehaving a frequency that varies with the vehicle speed V detected by thevehicle speed sensor 23. In the present embodiment, like the firstwarning vibration wave Ie1, the second warning vibration wave Ie2 is asinusoidal signal having a frequency that varies with the vehicle speedV. However, the frequency f2(V) of the second warning vibration wave Ie2is set such that the frequency f2(V) of the second warning vibrationwave Ie2 for a certain vehicle speed V is different from the frequencyf1(V) of the first warning vibration wave Ie1 for this vehicle speed V.Herein, the second warning vibration wave Ie2 may be a wave other thanthe sinusoidal signal having a frequency that varies with the vehiclespeed V, such as a triangular wave, a rectangular wave, or a waveobtained by combining a triangular wave with a rectangular wave.

FIG. 4A illustrates an example of the manner of setting the frequencyf1(V) (hereinafter also called “first frequency f1(V)”) of the firstwarning vibration wave Ie1 with respect to the vehicle speed V and thefrequency f2(V) (hereinafter also called “second frequency f2(V)”) ofthe second warning vibration wave Ie2 with respect to the vehicle speedV.

In the example in FIG. 4A, the first frequency f1(V) and the secondfrequency f2(V) are set such that the frequencies become lower as thevehicle speed V increases. In this example, this setting is made suchthat the first frequency f1(V) is higher than the second frequency f2(V)at the same vehicle speed V. The setting is also made such that thedifference between the first frequency f1(V) and the second frequencyf2(V) increases as the vehicle speed V decreases. This is because it ismore difficult to distinguish between the first frequency f1(V) and thesecond frequency f2(V) at higher frequencies. FIG. 5 illustrates anexample of the first warning vibration wave Ie1 and the second warningvibration wave Ie2. The setting may be made such that the firstfrequency f1(V) is lower than the second frequency f2(V) at the samevehicle speed V.

FIG. 4B illustrates another example of the manner of setting thefrequency f1(V) of the first warning vibration wave Ie1 with respect tothe vehicle speed V and the frequency f2(V) of the second warningvibration wave Ie2 with respect to the vehicle speed V.

In the example in FIG. 4B, the first frequency f1(V) and the secondfrequency f2(V) are set such that the frequencies become higher as thevehicle speed V increases. In this example, this setting is made suchthat the first frequency f1(V) is higher than the second frequency f2(V)at the same vehicle speed V. The setting is also made such that thedifference between the first frequency f1(V) and the second frequencyf2(V) increases as the vehicle speed increases. This is because it ismore difficult to distinguish between the first frequency f1(V) and thesecond frequency f2(V) at higher frequencies. The setting may be madesuch that the first frequency f1(V) is lower than the second frequencyf2(V) at the same vehicle speed V.

First warning vibration wave data for each vehicle speed V and secondwarning vibration wave data for each vehicle speed V are, for example,created in advance, and stored in the nonvolatile memory 34. The firstwarning vibration wave generator 51 generates the first warningvibration wave Ie1 based on the vehicle speed V detected by the vehiclespeed sensor 23 and the first warning vibration wave data stored in thenonvolatile memory 34. The second warning vibration wave generator 52generates the second warning vibration wave Ie2 based on the vehiclespeed V detected by the vehicle speed sensor 23 and the second warningvibration wave data stored in the nonvolatile memory 34.

The vibration wave adding unit 45 computes a target current value I* byadding the first warning vibration wave Ie1 generated by the firstwarning vibration wave generator 51 and the second warning vibrationwave Ie2 generated by the second warning vibration wave generator 52 tothe basic target current value Io* set by the basic target current valuesetting unit 41. The current deviation computing unit 46 computes adeviation between the target current value I* obtained by the vibrationwave adding unit 45 and the actual current value I detected by thecurrent detection circuit 33 (current deviation ΔI=I*−I).

By executing P1 computation on the current deviation ΔI computed by thecurrent deviation computing unit 46, the PI controller 47 generates adrive command value for adjusting the current I flowing through theelectric motor 18 to the target current value I*. The PWM controller 48generates a PWM control signal having a duty ratio that corresponds tothe drive command value, and supplies this signal to the drive circuit32. Thus, electric power corresponding to the drive command value issupplied to the electric motor 18.

The current deviation computing unit 46 and the PI controller 47constitute a current feedback controller. By the operation of thiscurrent feedback controller, the motor current I flowing through theelectric motor 18 is controlled so as to approach the target currentvalue I*.

In the present embodiment, when the lane deviation determining unit 42determines that the vehicle is highly likely to deviate from the lane,the first warning vibration wave generator 51 generates the firstwarning vibration wave Ie1. This first warning vibration wave Ie1 isadded to the basic target current value Io*, whereby the target currentvalue I* is computed. The motor current I flowing through the electricmotor 18 is then controlled so as to approach the target current valueI*. Thus, when the lane deviation determining unit 42 determines thatthe vehicle is highly likely to deviate from the lane, the warningvibration corresponding to the first warning vibration wave Ie1 isapplied to the steering wheel 2. This enables the driver to recognizethat the vehicle is highly likely to deviate from the lane.

When the air-pressure drop determining unit 43 determines that the airpressure of at least one tire is lower than the threshold A, the secondwarning vibration wave generator 52 generates the second warningvibration wave Ie2. This second warning vibration wave Ie2 is added tothe basic target current value Io*, whereby the target current value I*is computed. The motor current I flowing through the electric motor 18is then controlled so as to approach the target current value I*. Thus,when the air-pressure drop determining unit 43 determines that the airpressure of at least one tire is lower than the threshold A, the warningvibration corresponding to the second warning vibration wave Ie2 isapplied to the steering wheel 2. This enables the driver to recognizethat the tire air pressure is low.

When the air-pressure drop determining unit 43 determines that the airpressure of at least one tire is lower than the threshold A under thecondition that the lane deviation determining unit 42 determines thatthe vehicle is highly likely to deviate from the lane, the first warningvibration wave Ie1 and the second warning vibration wave Ie2 are addedto the basic target current value Io*, whereby the target current valueI* is computed. Also when the lane deviation determining unit 42determines that the vehicle is highly likely to deviate from the laneunder the condition that the air-pressure drop determining unit 43determines that the air pressure of at least one tire is lower than thethreshold A, the first warning vibration wave Ie1 and the second warningvibration wave Ie2 are added to the basic target current value Io*,whereby the target current value I* is computed.

The motor current I flowing through the electric motor 18 is thencontrolled so as to approach the target current value I*. Thus, when thelane deviation determining unit 42 determines that the vehicle is highlylikely to deviate from the lane and the air-pressure drop determiningunit 43 determines that the air pressure of at least one tire is lowerthan the threshold A, the warning vibration corresponding to a wave inwhich the first warning vibration wave Ie1 and the second warningvibration wave Ie2 are superimposed is applied to the steering wheel 2.This enables the driver to recognize that the vehicle is highly likelyto deviate from the lane and also to recognize that the tire airpressure is low.

FIG. 6 is a block diagram illustrating another example of the electricalconfiguration of the ECU 12. In FIG. 6, components corresponding tothose in FIG. 2 described above are denoted by the same numerals as inFIG. 2.

In the ECU 12 in FIG. 6, the configuration of the warning vibration wavegenerator 44A is different from that of the warning vibration wavegenerator 44 in FIG. 2.

The warning vibration wave generator 44A includes a first warningvibration wave generator 51, a second warning vibration wave generator52, a first gate 53, a second gate 54, and a gate controller 55.

The first warning vibration wave generator 51 is the same as the firstwarning vibration wave generator 51 in FIG. 2. In other words, when thelane deviation determining unit 42 determines that the vehicle is highlylikely to deviate from the lane, the first warning vibration wavegenerator 51 generates a first warning vibration wave Ie1 to warn thedriver about this likelihood. In the present embodiment, the firstwarning vibration wave Ie1 is a sinusoidal signal having a frequencythat varies with the vehicle speed V. Output of the first warningvibration wave generator 51 is provided to the first gate 53.

The second warning vibration wave generator 52 is the same as the secondwarning vibration wave generator 52 in FIG. 2. In other words, when theair-pressure drop determining unit 43 determines that the air pressureof at least one tire is lower than the threshold A, the second warningvibration wave generator 52 generates a second warning vibration waveIe2 having a frequency that is different from that of the first warningvibration wave Ie1 to warn the driver about this air pressure. In thepresent embodiment, the second warning vibration wave Ie2 is asinusoidal signal having a frequency that varies with the vehicle speedV. The frequency f2(V) of the second warning vibration wave Ie2 is setsuch that the frequency f2(V) of the second warning vibration wave Ie2for a certain vehicle speed V is different from the frequency f1(V) ofthe first warning vibration wave Ie1 for this vehicle speed V. Output ofthe second warning vibration wave generator 52 is provided to the secondgate 54.

Based on the determination result of the lane deviation determining unit42 and the determination result of the air-pressure drop determiningunit 43, the gate controller 55 controls the first gate 53 and thesecond gate 54. Hereinafter, the condition that the lane deviationdetermining unit 42 determines that the vehicle is highly likely todeviate from the lane and the air-pressure drop determining unit 43determines that the air pressure of at least one tire is lower than thethreshold A is referred to as “first determined condition”, and thecondition other than the first determined condition is referred to as“second determined condition”.

Under the second determined condition, the gate controller 55 opens thefirst gate 53 and the second gate 54. Thus, under the second determinedcondition, the output of the first warning vibration wave generator 51is provided to the vibration wave adding unit 45 through the first gate53, and the output of the second warning vibration wave generator 52 isprovided to the vibration wave adding unit 45 through the second gate54. Consequently, for example, when the lane deviation determining unit42 determines that the vehicle is highly likely to deviate from the lanewhile the air-pressure drop determining unit 43 determines that the airpressures of all tires are equal to or higher than the threshold A, thefirst warning vibration wave Ie1 generated by the first warningvibration wave generator 51 is provided to the vibration wave addingunit 45 through the first gate 53.

When the air-pressure drop determining unit 43 determines that the airpressure of at least one tire is lower than the threshold A while thelane deviation determining unit 42 does not determine that the vehicleis highly likely to deviate from the lane, the second warning vibrationwave Ie2 generated by the second warning vibration wave generator 52 isprovided to the vibration wave adding unit 45 through the second gate54.

Under the first determined condition, the first warning vibration waveIe1 is generated by the first warning vibration wave generator 51, andthe second warning vibration wave Ie2 is generated by the second warningvibration wave generator 52. Under the first determined condition, thegate controller 55 closes the first gate 53 and the second gate 54alternately. In other words, under the first determined condition, thegate controller 55 opens the first gate 53 and the second gate 54alternately. The duration for which the first gate 53 is open (durationfor which the second gate 54 is closed) and the duration for which thesecond gate 54 is open (duration for which the first gate 53 is closed)may be set to be the same, or may be set to be different. Specifically,under the first determined condition, the first warning vibration waveIe1 and the second warning vibration wave Ie2 are alternately(cyclically) output in a time-divided manner so as not to overlaptemporally. The first warning vibration wave Ie1 and the second warningvibration wave Ie2 may be generated at the same time, or may begenerated at different times. In this case also, the driver canrecognize that the vehicle is highly likely to deviate from the lane,and can also recognize that the tire air pressure is low.

Although one embodiment of the present invention has been describedabove, the present invention may be implemented in other embodiments.For example, in the above embodiment, the case has been described inwhich the warning vibration is applied for two vehicle conditions, thevehicle highly likely to deviate from the lane and low tire airpressure. However, the present invention may be applied also to the casein which the warning vibration is applied for three or more vehicleconditions. In this case as well, a warning vibration wave having afrequency that varies with the vehicle speed can be generated for eachvehicle condition. Herein, the frequencies of the warning vibrationwaves for the corresponding vehicle conditions are set to be differentfrom each other at the same vehicle speed.

The vehicle conditions for which the warning vibration is applied may beany vehicle conditions about which the driver needs to be warned.Examples thereof include, in addition to the vehicle conditionsdescribed above, a condition immediately before the time when the brakeis applied in response to a detection of an obstacle or other objects, acondition that the amount of fuel such as gasoline falls to or below apredetermined value, and a condition that a fuel lid is open duringtraveling.

In addition, various design changes may be made within the scope of thematters described in the claims.

What is claimed is:
 1. A warning device for a vehicle comprising: avehicle speed detector that detects a vehicle speed; a vibration wavegenerator that generates, for each of a plurality of vehicle conditionsdetermined in advance, a warning vibration wave having a frequency thatvaries with the vehicle speed detected by the vehicle speed detector,the frequency at an identical vehicle speed being different for eachvehicle condition; and a vibration applying device that applies awarning vibration corresponding to the warning vibration wave to asteering member, based on the warning vibration wave generated by thevibration wave generator.
 2. The warning device for a vehicle accordingto claim 1, wherein the vibration wave generator includes atime-division output unit that, when two or more vehicle conditionsamong the plurality of vehicle conditions have simultaneously arisen,outputs two or more warning vibration waves corresponding to each of thevehicle conditions individually in a time-division manner such that theoutput warning vibration waves do not overlap temporally.
 3. The warningdevice for a vehicle according to claim 1, wherein the frequency of thewarning vibration wave generated for each vehicle condition is set so asto become lower as the vehicle speed detected by the vehicle speeddetector increases, and a difference in frequency between the warningvibration waves generated for the corresponding vehicle conditions isset so as to increase as the vehicle speed detected by the vehicle speeddetector decreases.
 4. The warning device for a vehicle according toclaim 1, wherein the frequency of the warning vibration wave generatedfor each vehicle condition is set so as to become higher as the vehiclespeed detected by the vehicle speed detector increases, and a differencein frequency between the warning vibration waves generated for thecorresponding vehicle conditions is set so as to increase as the vehiclespeed detected by the vehicle speed detector increases.
 5. The warningdevice for a vehicle according to claim 1, wherein the vibrationapplying device includes an EPS electric motor that generates steeringassisting force.
 6. A warning device for a vehicle comprising: anelectric motor that applies steering assisting force to a steeringoperation mechanism of a vehicle; a vehicle speed detector that detectsa vehicle speed; a torque detector that detects a steering torque; abasic assist current value setting unit that sets a basic assist currentvalue based on the steering torque detected by the torque detector; avibration wave generator that generates, for each of a plurality ofvehicle conditions, a warning vibration wave having a frequency thatvaries with the vehicle speed detected by the vehicle speed detector,the frequency at an identical vehicle speed being different for eachvehicle condition; a target current value computing unit that computes atarget current value for the electric motor by adding the warningvibration wave generated by the vibration wave generator to the basicassist current value set by the basic assist current value setting unit;and a motor controller that controls the electric motor based on thetarget current value computed by the target current value computingunit.
 7. The warning device for a vehicle according to claim 6, whereinthe vibration wave generator includes a time-division output unit that,when two or more vehicle conditions among the plurality of vehicleconditions have simultaneously arisen, outputs two or more warningvibration waves corresponding to each of the vehicle conditionsindividually in a time-division manner such that the output warningvibration waves do not overlap temporally.